Speed-control and signal device.



A. P. SANBORN & R. C. WILSON.

SPEED CONTROL AND SIGNAL DEVICE- APPLICATION man MAR-4, 191s.

Patented May16, 1916.

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A. P. SANBORN & R. C. WILSON.

SPEED CONTROL AND SIGNAL DEVICE.

APPLlCATION FILED MAR. 4, 1915.

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SPEED CONTROL AND SIGNAL DEVICE.

APPLICATION FILED MAR. 4; 1915.

Patented May1 6,1916.

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STATES PATENT OFFICE.

r. smnomv AND ROY 0. WILSON, O-F ossmme, NEW YORK:

sPnEn-coN'rnoL AND SIGNAL DEVICE.

Specification of Letters Patent. Pate t May 1 191 7 Application filed March 4, 1915. Serial No. 12,159.

To all whom/"it may concern:

Be it known that we, AR HU P. SAN- BORN and ROY C. WILSON, citizens of the United States, residing at Ossining, in" the' county of Westchester and State of New York, have invented certain new and useful Improvements in Speed-Control and Signal Devices; and we do declare the following .to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to a train controlling mechanism but more particularly to that class of the latter utilized for reducing the speed of the train at predetermined points along the right of way and at the same time displaying a visible signal within the en-. gine cab.

Onepbject of the invention is to provide train controlling mechanism which will automatically reduce the speed of a train at gradings, crossovers, and the like when the speed exceeds a predetermined rate.

A still further object resides in providing a cab signal controlling mechanism operating in conjunction with the speed controlling means.

A further object is to provide novel means for maintaining a closed circuit until the speedof the train has been reduced.

With these and other objects in view, our invention consists of certain novel details of construction, combination and arrangement of parts as will be more particularly set forth and claimed.

In the accompanying drawings: Figure 1 is a diagrammatic view of all the elements comprising our invention and illustrating the manner of electrically connecting. the same, certain of said elements being shown in section; Fig. 2 is a diagrammatic view,

showing intersecting-tracks, the disposition of the track magnets with respect thereto, together with means for energizing said magnets; Fig. 3 is anend elevation of one of the track magnets, the latter being partly in section; also of the movable arm support ing the casing which is shown depending froma fragment of a locomotive pilot beam; ilFi'g. 4 is a front elevation of one of the track'magnets; Fig. 5 is a vertical longitudinal section of the signal casing, the an nunciator drop inclosed therein being shown n normal or inoperative position; Fig. 6 1s a similar view w1th the drop 1n operatlve position; Fig. 7 is a front elevation of the signal containing casing; Fig. 8 is a transverse vertical section taken through the casing inclosing the service air applying means; Fig. 9 is a frontelevation of a speedometer illustrating a fragment of its flexible operating shaft; the adjustable contact, and means for adjusting the contact; Fig. 10 is a vertical longitudinal section of the steam valve, its actuating solenoid, and the communications between the two.

Briefly stated, our invention contemplates the use of a .pair of electro-magnets disposed in parallel relation on opposite sides of the track at agrading or crossover and energized by suitable electrical connections, the circuit of which may be controlled by a towerman or otherwise, the magnets being adapted to cooperate with a pair of movable arms carried by the train, one of said arms when the speed of the train exceeds a rate determined by adjusting the stop, the service brakes. will be applied and the train speed reduced; whereas, the other arm 00- operates with a switch which latter closes the battery circuit including a signal lamp and annunciator drop whereby the engineer may be apprised as to the proximity-of the crossing simultaneously with the applicationof the service brakes. To this end, we propose to dispose the two magnets 1 and 2 in parallel relation on opposite sides of the tracks A and B and at a suitable distance from the crossover, each of said magnets comprising an apertured base flange 3 having the centrally arranged web 4 circumscribed by the magnetic coil 5. Disposed upon the flange 3 is a casin C provided "with'a longitudinally extendlng slot 7 to permit the web .4 to protrude therefrom and perform its allotted function. The casing is provided with suitable opemngs which register with those in the base flange to receive fastening bolts 8 by means of which the magnets may be secured in hor1- ,zontal relation to the standards 9 as clearly shown .in Fig. 3.

The electro-magne ts l and 2 of track sections A and B are connected with battery 1" by conductor 2 extending from one. terminal'of battery 1 to one terminal of electronet -2 of track B, which latter is connected by means of conductor 6 with conductor 7 the latter extending to a signal tower or :other station which is connected by conductor 8' with the negative pole ofbattery 1'.

Depending from opposite sides of thepilot beam are the two supporting posts or standards 10 having angular casings 11 and 11 secured to .the free end thereof. Projecting laterally from the casings 11 and 11 are the two arms 12 and 12', which latter arepivoted intermediate their ends to the casing as at 13 and 13'. The inner ends of the arms 12 and 12"v or in other words,

. those portions disposed within the casing are provided with angularly extending pro,-

jections 14 and 14' whereas the outer ortions of the arms 12 and 12' are provided with enlarged portions 15 and 15.

Suitably mounted in proper insulated relation within the ca'singsll and 11, immediately above the projections 14 and 14, are the two resilient contacts 16, 17 and 16, 17'. fExtendingfrom one side of the casings 11 and 11' are the two brackets 18 and 18', which latter. support the electro-magnets 20 and 20', said magnets being adapted to cooperate with the resilient contacts 17 and 1 respectively.

In order to protect the arms 12 and 12' we provide each ofthe casings with the angular guard plates 21 and 21. As it is necessary to return the arms 12 and 12' to their normal position after the same have left the magnetic influence of the two magnets, we provide springs 22 and 22' and connect said springs to the inclosed ortions of the arms 12 and 12 and the en wall of casings 11 and 11' as is clearly shown in Fig. 1.

Conveniently mounted within the engine cab, is a standard speedometer 23 operated bythe flexible shaft 24, the lower end of which by means of gears 25 and 26, is suitablg connected to the axle as will be readily un erstood without further description.

This speedometer comprises a dial 27 calibrated in a suitablemanner as is usual with instruments of this character. A movable pointer 28 is connected to the shaft 29 of the meter and insulated therefrom, said movable pointer 28 being also provided with a conductor terminal 30, the purpose of which will be hereinafter referred to.

' Vertically rising from the upper circum-,

ference of the speedometer 23, 1s a plate 28 having therein an arcuate slot29' to receive an adjustable contact 31, which latter is provided with an adjusting screw 32 and conductor terminal 33, the purpose of which will hereinafter appear. Also situated within the engine cab within easy view of the tudinally extending colored bars 39 adapted to register with the slots 37 when said drop is in operative position and in this connection it is to be understood that the colors of the bars will correspond to the color of the'glass closure 36. 4

Operatively arranged with-respect to the drop 38, is an electro-magnet 40 which when energized, actuates the drop as will be readily understood without further description. Also within the casing, immediate y to the rear. of'the glass opening 35, is an incandescent light 41 which, in conjunction with the drop, provides the visible signal hereinbefore referred to. To cause the service application of the brakes, we provide a casing 42 which latter is located anywhere within the engine cab; within said casing projects the branch pipe 43 which is tapped off from the train pipe. Connected with said pipe by means of a housing 44 and valve 45 is an air exit pipe 46. Laterally projecting from the valve 45 in casing 42 is an extension 47 having'an arm 48 which is normally held in vertical position, which-is the closed osition of the valve by a spring 49 as clear y shown. in Figs. 1 and 8. The upper end of the arm 48 is reduced and projects through anopening 50 formed in the projected extremity 51 of solenoid plunger 52, which latter is reciprocatively mounted in the slot 53 formed 1n the core 54 of solenoid 55 and from which, it will be seen, when the solenoid 52 is energized, plunger 52 will be retracted, the arm 48 actuated, and the valve 45 opened so as to affect the service application of the brakes and gradually stop the train.

To energize the electromagnets, solenoid,

Ill

and lamp hereinabove enumerated, a battery 56 which is located preferably under the engineers seat within the engine cab, is connected at its positive terminal by a conductor 57 to one terminal of electromagnet 20, the other terminal thereof being connected to the resilient contact finger 16 byconductor 57' while extending from the coiiperatin finger 17 is a conductor 58, the free end 0 which is connected to conductor terminal .33 on the adjustable stop '32. From the conductor terminal 30 on the movable arm 28, a conductor 59 extends to one terminal of the solenoid 55 and extending from the other terminal thereof to the negative terminal ofbattery 56, is a conductor 60. Also extending-from conductor 57 is a i branch conductor 61 which is connected to nected through conductor 63 to the resilient one terminal of electrO-magnet 40, the other terminal thereof being connected by conductor 62 to one terminal of electro-magnet 20, the other terminal of the latter being confinger 16 while leading from the coacting finger 17, is a conductor 64 extending to one terminal of switch 65, the other terstem 75 which (projects through an annular v opening forme minal of said switch being connected by conductor '66 to the ne ative pole of battery 56. Also leading rom conductors 57 and 62 are two conductors 67 and 68 extend.- ing to and from the lamp 41. V

As it has also been found to be advantageous to close off the steam simultaneous with the service application of the brakes, we, provide the steam pipe of the engine with a valve 69 consisting of a casing 69 having therein inlet and outlet openings 7 Q and 71 respectively. In the interior of the casing is a valve seat 72 having therein two openin s 73 adapted to be closed by the valves %4, which latter are provided with a in the plate 76 secured to the top of the casing and extends a slight distance above said plate to engage one arm of the bell crank lever 77 pivotally, .sup-

ported intermediate its ends upon the stand-,

ard 78. A spring 79 encircles the valve stem 75, intermediate the bell crank 77 and the. gasket 80 'to normally maintain the valves 74 in elevated posltion as clearl understood. The free end of .the bell cran 77 projects intofan opening formed in an extension 8 l'of a solenoid plungerSl' which is reciprocatively mounted in the slot 82 "formed in the core'of the solenoid 83 from which it will become apparent that when this solenoid'is. actuated, the bell crank lever 7 7 will be operated'to seat valves 74 as will ber eadily understood without further description. The soleno'd 83 may be connected by conductors 8 and 85 respectively,

conductor 84 being connected at one ex- '-tremity to conductor 59 and at its other extremity to one terminal of solenoid 83, the other terminal of the latter being connected by conductor 85 to conductor 60.

From the foregoing description, it will become apparent that actuation of arm 12 reduce the speed of the train to below thirtymiles an hour at this particular crossing, and the train is travelingat or exceeding this speed, the rounded or movable arm of the speedometer will be in contact with the adjustable contact- 32 which closes the other break in thecircuit and allows a current to flow from the positive pole of battery 56 through conductor 57, ,electro-magnet 20,

conductor 57', contacts 16 and 17, conductor 58, adjustable contact 32, movable arm 28, conductor 59, solenoid 55 and conductor 60 to the negative pole of battery 56, also through conductors 84 and 85 to solenoid 83 so that it will be seen that solenoids 55 and 83 will be energized, their respective plungers reciprocated to operate the service brakes and cut off the steam supply as hereinbefore stated, thus materially reducing" the speed of the train until the movable arm of the speedometer 23 leaves contact32 to break the circuit of battery 56. In this connection, it is to be noted that electro-magnet 20 maintains the resilient finger or contact 17 in engagement with the contact 16 after the initial "engagement caused by the movable arm 12 being actuated by the track magnet 2 which arrangement maintains this break in the circuit closed as long as movable arm 28 remains in engagement with the adjustable contact 32. .Simultaneous with the actuation of arm 12, arm 12 is attracted by electro-magnet land contacts 16 and 17' will be brought into engagement by means of extensions 14 of the movable arm, thus establishing a circuit from the positive pole of battery 56 through conductors 57 and.61, lamp 41, conductor 62, elec- .ciator drop, and from the latter through conductor 62 to the negative pole of the battery which lights lamp 41 and energizes electro-magnet 40 so that its drop will be brought into position simultaneous with the lighting'of the lamp In, order to warn the engineer of the approaching grade or crossover. Y Thusit will be seen that we have rovided an automatic means for control ing the speed of a train at crossovers, gradlngs,

and the like which will positively reduce the speed of the train if the latter is exceeding a predetermined rate of speed, and warn the engineer that he is a proaching such crossover or grading t at accidents at these oints, may be avoided.

Alt ough in the above description, we have specified certain elements as best adapted to perform the functions ascribed to them, nevertheless it is to be understood that various ninor changes of form, substance, etc.,'.may be resorted to within the scope of the appended claims without departing from or sacrificing any of the principles of this invention.

We claim as our'invention:

1. In an automatic train control and signaling device, the combination with an air .controlling means, signaling means and energizing circuits therefor, the circuit of said air controlling means'having therein two breaks, that of said signaling means having therein one break, a clrcuit closing member disposed in the circuit-of said air controllin means and adapted to close one breaE thereof, an additional circuit closing member to close the brea in the circuit of said signalin ried y the train and cooperating with the respective circuit closing members, means governed by the speed of the train to close the remainlng break in the circuit of said air controlling means, additional means to retain the circuit closing member in the cirmeans in closed.

cuit of said air controlling positionduring the operatlon of the means for closing the second break in said air controlling means, and a air of electromagnets disposed adjacent tii ation' with said armssubstantially as and for the purpose set forth.

. z. 2. In an automatic train control and si' controlling means, signaling means, and en ergizing circuits for the same, the circuit of the-first referred-to means having' therein two breaks, that .of the second referred'to means havingtherein one break, of a pair of resilient contacts included in each ofsaid circuits, the contacts in the circuit of said air controlling means being adapted to close one break therein, the contacts-in the circuit of said signaling means being adapted completely to close the latter, a pair of movable arms carried by the train and cooperating with the contactsin therespective circuits, means controlled by the s eed of the train to close the remaining brea in the circuit of said air controlling means, and a pair of electromagnets dis osed adjacent the trackior'c ooperation with said removable arms substantially as and for the purpose set forth.

/ 3. In an automatic train control and sigmeans, a pair of movable arms car etrack for coopernal device, the combination with an electromagnet dis osed contiguous to the track and means or energizing said magnet, of a battery carriedby the train, a circuit supplied thereby, the latter having therein two breaks, a caslng depending from the pilot beam of the locomotive, an arm horizontall mounted and pivoted intermediate its en s to said casing, said arm having its inner'extremity inclosed within said casing and its outer extremity projecting therefrom to cooperate with said trackmagnet, a air of resilient fingers included in said battery circuit and disposed in spaced relation within said casing, one of said fingers bein disposed contiguous to the inclosed, end. 0 said arm, whereby to be actuated by the latter into engagement with the adjacent finger and close one break in said circuit, an electromagnet includedin the latter in operative relation with respect to the last mentioned finger, whereby to maintain the latter. in permanent engagement, with the adjacent finger air controlling means includedv 1n said circuit, a speedometer carried by the train and having a movable indicator included in said circuit. a stop alsoincluded 4. Inan automatic train control and sig, naldevice, the combination with a pair of electro-magnets disposed in parallel relation adjacent the track, and means to energize 'stantially as and for the purpose set forth.

said magnets, of a battery carried by the train, an air controlling circuit supplied thereby, a signal circuit also supplied by said battery, the former having therein two breaks,th e latter. having, one break, a movable arm depending from one side of. the train, said arm cooperating with one of said track magnets to close one of the breaks in said air controlling circuit and-partially complete the same, air controlling'means arranged in the last mentioned circuit, a speedometer carried b the train and having a movable arm inc uded in said air controlling circuit, means to actuate said mov-- ableindicator proportionately to the speed of the train, a contact member included inv said air controllin circuit and adjustably mounted upon sai speedometer to coo erate with said movable indicator and c os'e circuit to complete the latter through sa air controlling means, signals disposed in said-signal circuit, another movable arm depending from the opposite side of the train In testimony whereof we have hereunto and cooperating with the remaining track set our hands in presence of two subscrib- 10 magnet, whereby to close the break in said ing witnesses. signal circuit and complete the latter ARTHUR P. SANBORN.

" through the signals therein, simultaneous ROY C. WILSON.

with the actuation of the air controlling Witnesses: means, substantially as and forthe purpose H. L; HORTON, set forth. ROBERT WINTER, 

